WO2014080528A1 - ハイブリッド車両用駆動装置 - Google Patents
ハイブリッド車両用駆動装置 Download PDFInfo
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- WO2014080528A1 WO2014080528A1 PCT/JP2012/080505 JP2012080505W WO2014080528A1 WO 2014080528 A1 WO2014080528 A1 WO 2014080528A1 JP 2012080505 W JP2012080505 W JP 2012080505W WO 2014080528 A1 WO2014080528 A1 WO 2014080528A1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a hybrid vehicle drive device.
- Patent Document 1 in a hybrid vehicle in which an engine, an output shaft, and a generator motor are connected by a differential gear device, the engine is stopped, and the drivability of the electric motor is insufficient due to the driv- ing motor driving force. Techniques for supplementing minutes are disclosed.
- the planetary gear mechanism When the hybrid vehicle is running with the engine stopped, the planetary gear mechanism may be insufficiently lubricated.
- An object of the present invention is to provide a drive device for a hybrid vehicle that can suppress insufficient lubrication of a planetary gear mechanism.
- a drive device for a hybrid vehicle of the present invention includes a planetary gear mechanism, a first rotating machine connected to a sun gear of the planetary gear mechanism, an engine connected to a carrier of the planetary gear mechanism, and a ring of the planetary gear mechanism A second rotating machine and drive wheels connected to the gear; a regulating mechanism that regulates rotation of the carrier; a first traveling mode that runs using the second rotating machine as a power source; and the regulating mechanism that rotates the carrier. And a second travel mode that travels using the first rotating machine and the second rotating machine as a power source, and when the first traveling mode shifts to the second traveling mode, The carrier is rotated by a rotating machine.
- the restriction mechanism is preferably a friction engagement device.
- the restriction mechanism is preferably a one-way clutch.
- the friction engagement device is half-engaged and the carrier is rotated by the first rotating machine.
- the frictional engagement is further performed during travel in the second travel mode based on at least one of a duration of the second travel mode and a travel distance in the second travel mode.
- the carrier is rotated with the combined device half-engaged.
- the hybrid vehicle drive device further includes an oil pump that rotates in conjunction with the carrier and supplies lubricating oil to the planetary gear mechanism, and when shifting from the first travel mode to the second travel mode. It is preferable that the carrier is rotated by the first rotating machine and lubricating oil is supplied to the planetary gear mechanism by the oil pump.
- the hybrid vehicle drive device includes a first traveling mode in which the second rotating machine is used as a power source, and a restriction mechanism that restricts the rotation of the carrier and uses the first rotating machine and the second rotating machine as a power source.
- a second traveling mode for traveling, and the carrier is rotated by the first rotating machine when shifting from the first traveling mode to the second traveling mode.
- FIG. 1 is a skeleton diagram of a vehicle according to the first embodiment.
- FIG. 2 is a diagram showing an operation engagement table of the hybrid vehicle drive device according to the first embodiment.
- FIG. 3 is a collinear diagram related to the MG2-EV traveling mode.
- FIG. 4 is a collinear diagram related to both MG-EV travel modes.
- FIG. 5 is a nomographic chart when the engine is started.
- FIG. 6 is a cross-sectional view of the planetary gear mechanism.
- FIG. 7 is a flowchart according to the control of the first embodiment.
- FIG. 8 is a collinear diagram showing a lubricating operation by the first rotating machine MG1.
- FIG. 9 is a collinear diagram showing the transition to both MG-EV travel modes.
- FIG. 8 is a collinear diagram showing a lubricating operation by the first rotating machine MG1.
- FIG. 9 is a collinear diagram showing the transition to both MG-EV travel modes.
- FIG. 10 is a skeleton diagram of the vehicle according to the second embodiment.
- FIG. 11 is a skeleton diagram of the vehicle according to the third embodiment.
- FIG. 12 is a skeleton diagram showing the main part of the vehicle according to the fourth embodiment.
- FIG. 13 is a diagram showing an operation engagement table of the hybrid vehicle drive device according to the fourth embodiment.
- FIG. 14 is an alignment chart of the MG2-EV traveling mode according to the fourth embodiment.
- FIG. 15 is an alignment chart of both MG-EV travel modes according to the fourth embodiment.
- FIG. 16 is a collinear diagram of four elements in the HV-2 mode.
- FIG. 17 is a collinear diagram showing a lubricating operation by the first rotating machine MG1.
- FIG. 18 is a collinear diagram showing the transition to both MG-EV travel modes.
- FIG. 19 is a collinear diagram showing a lubricating operation during traveling in both MG-EV traveling modes.
- FIG. 20 is a collinear diagram showing a return operation from the lubricating operation during traveling in both MG-EV traveling modes.
- FIG. 21 is a cross-sectional view of a planetary gear mechanism according to a fifth modification.
- FIG. 22 is a cross-sectional view showing a main part of a pinion gear according to a fifth modification.
- FIG. 1 is a skeleton diagram of a vehicle according to the first embodiment
- FIG. 2 is a diagram showing an operation engagement table of the hybrid vehicle drive device according to the first embodiment
- FIG. 3 is related to an MG2-EV travel mode.
- FIG. 4 is a nomographic chart relating to both MG-EV driving modes
- FIG. 5 is a nomographic chart when the engine is started
- FIG. 6 is a sectional view of a planetary gear mechanism
- FIG. 7 is a first embodiment.
- FIG. 8 is a collinear diagram showing a lubricating operation by the first rotating machine MG1
- FIG. 9 is a collinear diagram showing a transition to both MG-EV travel modes.
- the vehicle 100 includes a one-way clutch (see reference numeral 20 in FIG. 1) that fixes an engine input element of a planetary gear mechanism (see reference numeral 10 in FIG. 1), stops the engine 1, and An HV system having both MG-EV traveling modes fixed and driven by both the first rotating machine MG1 and the second rotating machine MG2 is mounted.
- a one-way clutch see reference numeral 20 in FIG. 1 that fixes an engine input element of a planetary gear mechanism (see reference numeral 10 in FIG. 1), stops the engine 1, and An HV system having both MG-EV traveling modes fixed and driven by both the first rotating machine MG1 and the second rotating machine MG2 is mounted.
- the first rotating machine MG1 causes the carrier of the planetary gear mechanism 10 (see reference numeral 14 in FIG. 1). Rotate to ensure lubrication of the pinion gear (see reference numeral 12 in FIG. 1), and then shift to both MG-EV travel modes. Thereby, lubrication of the planetary gear mechanism 10 can be ensured.
- the vehicle 100 is a hybrid (HV) vehicle having an engine 1, a first rotating machine MG1, and a second rotating machine MG2 as power sources, as shown in FIG.
- Vehicle 100 may be a plug-in hybrid (PHV) vehicle that can be charged by an external power source.
- the vehicle 100 includes a planetary gear mechanism 10, a one-way clutch 20, and drive wheels 32 in addition to the power source.
- the hybrid vehicle drive device 1-1 includes the engine 1, the planetary gear mechanism 10, the first rotary machine MG1, the second rotary machine MG2, the one-way clutch 20, and the drive wheels 32. Yes.
- the hybrid vehicle drive device 1-1 may further include an oil pump 40 and an ECU 50.
- the hybrid vehicle drive device 1-1 can be applied to an FF (front engine front wheel drive) vehicle, an RR (rear engine rear wheel drive) vehicle, or the like.
- the hybrid vehicle drive device 1-1 is mounted on the vehicle 100 such that the axial direction is the vehicle width direction, for example.
- Engine 1 which is an engine converts the combustion energy of the fuel into a rotary motion of the output shaft and outputs it.
- the output shaft of the engine 1 is connected to the input shaft 2.
- the input shaft 2 is an input shaft of the power transmission device.
- the power transmission device includes a first rotating machine MG1, a second rotating machine MG2, a planetary gear mechanism 10, a one-way clutch 20, a differential device 30 and the like.
- the input shaft 2 is arranged coaxially with the output shaft of the engine 1 and on an extension line of the output shaft.
- the input shaft 2 is connected to the carrier 14 of the planetary gear mechanism 10.
- the planetary gear mechanism 10 is a single pinion type, and includes a sun gear 11, a pinion gear 12, a ring gear 13, and a carrier 14.
- the ring gear 13 is coaxial with the sun gear 11 and is disposed on the radially outer side of the sun gear 11.
- the pinion gear 12 is disposed between the sun gear 11 and the ring gear 13 and meshes with the sun gear 11 and the ring gear 13, respectively.
- the pinion gear 12 is rotatably supported by the carrier 14.
- the carrier 14 is connected to the input shaft 2 and rotates integrally with the input shaft 2. Therefore, the pinion gear 12 can rotate (revolve) around the central axis of the input shaft 2 together with the input shaft 2, and can be rotated (rotated) around the central axis of the pinion gear 12 supported by the carrier 14.
- the sun gear 11 is connected to the rotary shaft 33 of the first rotary machine MG1.
- the rotor of the first rotating machine MG1 is connected to the sun gear 11 via the rotation shaft 33 and rotates integrally with the sun gear 11.
- a counter drive gear 25 is connected to the ring gear 13.
- the counter drive gear 25 is an output gear that rotates integrally with the ring gear 13.
- the counter drive gear 25 is provided on the outer peripheral surface of the cylindrical member, and the ring gear 13 is provided on the inner peripheral surface.
- the counter drive gear 25 is meshed with the counter driven gear 26.
- the counter driven gear 26 is connected to a drive pinion gear 28 via a counter shaft 27.
- the counter driven gear 26 and the drive pinion gear 28 rotate integrally.
- the counter driven gear 26 is engaged with a reduction gear 35.
- the reduction gear 35 is connected to the rotation shaft 34 of the second rotary machine MG2. That is, the rotation of the second rotating machine MG2 is transmitted to the counter driven gear 26 via the reduction gear 35.
- the reduction gear 35 has a smaller diameter than that of the counter driven gear 26, and reduces the rotation of the second rotary machine MG ⁇ b> 2 and transmits it to the counter driven gear 26.
- the drive pinion gear 28 meshes with the diff ring gear 29 of the differential device 30.
- the differential device 30 is connected to drive wheels 32 via left and right drive shafts 31.
- the ring gear 13 is connected to the drive wheel 32 via a counter drive gear 25, a counter driven gear 26, a drive pinion gear 28, a differential device 30 and a drive shaft 31.
- the second rotary machine MG2 is connected to a power transmission path between the ring gear 13 and the drive wheel 32 and can transmit power to the ring gear 13 and the drive wheel 32, respectively.
- the first rotating machine MG1 and the second rotating machine MG2 each have a function as a motor (electric motor) and a function as a generator.
- the first rotary machine MG1 and the second rotary machine MG2 are connected to a battery via an inverter.
- the first rotating machine MG1 and the second rotating machine MG2 can convert the electric power supplied from the battery into mechanical power and output it, and are driven by the input power to convert the mechanical power into electric power. Can be converted.
- the electric power generated by the rotating machines MG1 and MG2 can be stored in the battery.
- an AC synchronous motor generator can be used as the first rotating machine MG1 and the second rotating machine MG2, for example.
- the oil pump 40 is connected to the engine 1 and the carrier 14 and is a mechanical pump that is driven by the rotation of the input shaft 2 and discharges lubricating oil.
- the oil pump 40 is disposed at the end of the input shaft 2 opposite to the engine 1 side, and rotates in conjunction with the rotation of the carrier 14.
- the lubricating oil sent out by the oil pump 40 is supplied to the planetary gear mechanism 10, the first rotary machine MG1, the engine 1, and the like to lubricate and cool each part.
- the planetary gear mechanism 10 has an oil passage that guides the lubricating oil supplied by the oil pump 40 or the like to the pinion gear 12 or the like.
- the hybrid vehicle drive device 1-1 has an oil passage that supplies lubricating oil, which is sent upward (squeezed up) by the diff ring gear 29, to each part.
- Lubricating oil is supplied to the planetary gear mechanism 10, the first rotating machine MG1, the second rotating machine MG2, the engine 1, and the like through the oil path, for example.
- the one-way clutch 20, the counter drive gear 25, the planetary gear mechanism 10, the first rotating machine MG1, and the oil pump 40 are arranged in order from the side close to the engine 1 on the same axis as the engine 1.
- the hybrid vehicle drive device 1-1 of the present embodiment is a multi-shaft type in which the input shaft 2 and the rotation shaft 34 of the second rotary machine MG2 are arranged on different axes.
- the ECU 50 has a function as a control device that controls the vehicle 100.
- the ECU 50 is an electronic control unit having a computer and controls the engine 1, the first rotating machine MG1, and the second rotating machine MG2.
- the ECU 50 includes various information such as information related to the engine 1, information related to the first rotating machine MG1, information related to the second rotating machine MG2, information related to the vehicle speed, information related to the battery, and information related to operation input to the operating device such as the accelerator opening. A signal indicating the information is input.
- the one-way clutch 20 is provided on the input shaft 2.
- the one-way clutch 20 is a regulation mechanism that regulates the rotation of the carrier 14.
- the one-way clutch 20 allows the input shaft 2 to rotate in the positive direction and restricts the rotation in the negative direction when the rotation direction of the input shaft 2 during the operation of the engine 1 is the positive direction.
- the vehicle 100 can selectively execute hybrid (HV) traveling or EV traveling.
- HV travel is a travel mode in which the vehicle 100 travels using the engine 1 as a power source.
- the second rotary machine MG2 may be used as a power source.
- EV traveling is a traveling mode in which traveling is performed using at least one of the first rotating machine MG1 and the second rotating machine MG2 as a power source. In EV traveling, it is possible to travel with the engine 1 stopped.
- the hybrid vehicle drive device 1-1 according to the present embodiment has a first travel mode and a second travel mode as EV travel modes.
- the first travel mode is an EV travel mode in which the vehicle 100 travels using the second rotary machine MG2 as a single power source.
- the first travel mode is also referred to as “MG2-EV travel mode”.
- the second traveling mode is an EV traveling mode in which the one-way clutch 20 regulates the rotation of the carrier 14 and causes the vehicle 100 to travel using the first rotating machine MG1 and the second rotating machine MG2 as power sources.
- the second traveling mode is also referred to as “both MG-EV traveling modes”.
- a circle in the column of the first rotary machine MG1 and the second rotary machine MG2 indicates that the running torque is output, and a x mark does not output the running torque. That is, it indicates that torque is not output, torque other than that for traveling is output, or regeneration is performed.
- the “B” column indicates the state of the one-way clutch 20, where “ ⁇ ” indicates engagement and “X” indicates disengagement.
- the engagement or disengagement of the one-way clutch 20 is not directly controlled, but is caused by the rotation state of the input shaft 2.
- the one-way clutch 20 In the HV mode, when the engine 1 rotates and the input shaft 2 rotates forward, the one-way clutch 20 is released.
- the MG2-EV traveling mode shown in FIG. 3 can be executed regardless of whether the one-way clutch 20 is in a released state or an engaged state.
- the S1 axis indicates the rotation speed of the sun gear 11 and the first rotating machine MG1.
- the C1 axis indicates the rotation speed of the carrier 14 and the engine 1
- the R1 axis indicates the rotation speed of the ring gear 13.
- the rotation speed of the ring gear 13 is proportional to the rotation speed of the second rotary machine MG2 and the rotation speed of the drive shaft 31.
- the vehicle 100 In the MG2-EV travel mode, the vehicle 100 is driven against the torque Tr of the travel resistance by the output torque (MG2 torque) of the second rotating machine MG2.
- the one-way clutch 20 In the both MG-EV travel modes shown in FIG. 4, the one-way clutch 20 is engaged. In both MG-EV travel modes, the first rotating machine MG1 outputs a negative torque during forward travel.
- the one-way clutch 20 functions as a reaction force receiver for the output torque (MG1 torque) of the first rotating machine MG1 by engaging and restricting the rotation of the carrier 14, and a positive torque corresponding to the MG1 torque is applied to the ring gear 13. Output from.
- the positive torque output from the ring gear 13 is transmitted to the drive wheels 32 to generate a driving force that drives the vehicle 100 forward.
- the ECU 50 can calculate the required torque, the required driving force, the required power, etc. based on the accelerator opening and the vehicle speed.
- the ECU 50 selects a mode to be executed from the HV mode, the MG2-EV traveling mode, and both the MG-EV traveling modes based on the calculated required value, the battery state SOC, and the like.
- the ECU 50 selects the travel mode based on, for example, a map that defines the relationship between the vehicle speed, the required driving force, and the travel mode area.
- the hybrid vehicle drive device 1-1 When starting the engine 1, the hybrid vehicle drive device 1-1 increases the rotational speed of the engine 1 by the MG1 torque. As shown in FIG. 5, the first rotating machine MG1 outputs a positive torque to increase the rotational speed of the engine 1. At this time, a reaction force (engine starting reaction force) torque Tc by rotating the engine 1 with the MG1 torque acts on the ring gear 13.
- the ECU 50 can suppress fluctuations in driving force when starting the engine by causing the second rotating machine MG2 to output compensation torque for engine starting reaction force in addition to torque for driving the vehicle 100 forward.
- the oil pump 40 stops rotating, and therefore the planetary gear mechanism 10 may be insufficiently lubricated.
- the rotation of the input shaft 2 and the carrier 14 remains stopped, and the pinion gear 12 is appropriately lubricated. It may not be possible.
- both MG-EV travel modes although the torque of the first rotary machine MG1 is input to the pinion gear 12 and a high load is applied, the oil pump 40 is stopped and no lubrication oil is supplied, resulting in insufficient lubrication. there is a possibility.
- the hybrid vehicle drive device 1-1 rotates the carrier 14 by the first rotating machine MG1 when shifting from the MG2-EV traveling mode to the both MG-EV traveling modes.
- the lubricating oil L is stored in the space formed by the ring gear 13 as shown in FIG.
- FIG. 6 shows an AA cross section of FIG.
- a bearing that rotatably supports the ring gear 13 is fitted to the inner peripheral surface of a cylindrical member having the ring gear 13. By this bearing, a wall portion for storing the lubricating oil L in the ring gear 13 can be formed.
- the pinion gear 12 By rotating the carrier 14, the pinion gear 12 can be brought into contact with the lubricating oil L stored in the ring gear 13 to lubricate the pinion pin, the pinion shaft, the pinion bearing, and the like of the pinion gear 12.
- the carrier 14 By rotating the carrier 14 at the time of shifting to both MG-EV travel modes, it is possible to suppress the occurrence of insufficient lubrication of each pinion gear 12.
- the control of the present embodiment will be described with reference to FIGS.
- the control flow shown in FIG. 7 is repeatedly executed at predetermined intervals during traveling, for example.
- step S10 the ECU 50 determines whether or not EV traveling is being performed in the MG2-EV traveling mode. As a result of the determination, if it is determined that the vehicle is in EV travel in the MG2-EV travel mode (step S10-Y), the process proceeds to step S20. If not (step S10-N), the control flow ends. To do.
- step S20 the ECU 50 determines whether or not there is a request for both MG-EV travel modes.
- the ECU 50 makes an affirmative determination in step S20 when there is a request to shift to both MG-EV travel modes.
- step S20-Y the process proceeds to step S30. If not (step S20-N), this control flow is finish.
- step S30 the ECU 50 determines whether it is possible to shift to both MG-EV travel modes.
- the ECU 50 determines whether or not it is possible to shift to both MG-EV travel modes based on, for example, battery input / output restrictions and the state of the first rotary machine MG1.
- step S30-Y if it is determined that the shift to both MG-EV driving modes is possible (step S30-Y), the process proceeds to step S40, and if not (step S30-N), The control flow ends.
- step S40 the ECU 50 executes lubrication control of the planetary gear mechanism 10.
- the ECU 50 changes the MG1 rotational speed to the positive direction side with the MG1 torque as a positive torque.
- the carrier 14 rotates forward, and the pinion gear 12 revolves as shown in FIG. At this time, it is preferable to rotate the carrier 14 from a half rotation to several rotations.
- the pinion gear 12 that has not been immersed in the lubricating oil L stored so far can be brought into contact with the lubricating oil L.
- the rotation number of the carrier 14 may be detected, and the carrier 14 may be rotated by a target rotation amount, or the carrier 14 may be rotated for a predetermined time.
- step S40 lubrication control of the planetary gear mechanism 10 is executed in step S40, the process proceeds to step S50.
- step S50 the ECU 50 starts traveling in both MG-EV traveling modes. As shown in FIG. 9, the ECU 50 reduces the rotation speed of the carrier 14 using the MG1 torque as a negative torque, and sets the rotation speed of the carrier 14 to zero. In addition, it is preferable to reduce the shock when the one-way clutch 20 is engaged by slowing down the reduction speed of the rotation speed of the carrier 14. When the one-way clutch 20 is engaged, traveling in both MG-EV traveling modes shown in FIG. 4 is started. When step S50 is executed, the control flow ends.
- step S40 when the carrier 14 is rotated, the oil pump 40 is rotationally driven.
- the ECU 50 rotates the carrier 14 by the first rotating machine MG1 until the lubricating oil supplied by the oil pump 40 reaches the pinion gear 12, and supplies the lubricating oil to the planetary gear mechanism 10 by the oil pump 40. Good.
- the hybrid vehicle drive device 1-1 according to the present embodiment the occurrence of insufficient lubrication of the planetary gear mechanism 10 is suppressed, and for example, the insufficient lubrication of the pinion gear 12 is suppressed. Further, it is possible to prevent the load from continuing to concentrate on one pinion gear 12. Therefore, according to the hybrid vehicle drive device 1-1 according to the present embodiment, the durability of the planetary gear mechanism 10 can be improved.
- FIG. 10 is a skeleton diagram of the vehicle according to the second embodiment.
- the hybrid vehicle drive device 1-2 according to the second embodiment is different from the hybrid vehicle drive device 1-1 according to the first embodiment in that a dog brake 21 is provided instead of the one-way clutch 20 as a restriction mechanism. is there.
- the input shaft 2 is provided with a dog brake 21.
- the dog brake 21 is a meshing brake device, and engages or releases the vehicle body and the input shaft 2.
- the engaged dog brake 21 restricts the rotation of the input shaft 2 and the carrier 14.
- the dog brake 21 is controlled by the ECU 50.
- the dog brake 21 is engaged.
- the ECU 50 engages the dog brake 21 by controlling the rotation speed of the input shaft 2 to 0 by the first rotating machine MG1, for example. Further, the ECU 50 releases the dog brake 21 in the travel mode in which the “B” column is set to release ( ⁇ ).
- the ECU 50 rotates the carrier 14 by the first rotating machine MG1 when performing lubrication control of the planetary gear mechanism 10 when shifting from the MG2-EV traveling mode to the both MG-EV traveling modes.
- the carrier 14 is rotated by the first rotating machine MG1 after the dog brake 21 is released.
- the rotation direction of the carrier 14 may be a positive rotation direction or a negative rotation direction.
- the ECU 50 engages the dog brake 21 after rotating the carrier 14 and starts both MG-EV travel modes.
- FIG. 11 is a skeleton diagram of the vehicle according to the third embodiment.
- the hybrid vehicle driving device 1-3 according to the third embodiment is different from the hybrid vehicle driving device 1-1 of the first embodiment in that a friction brake 22 is provided instead of the one-way clutch 20 as a restriction mechanism. It is.
- the input shaft 2 is provided with a friction brake 22.
- the friction brake 22 is a friction engagement device, and is, for example, a wet type.
- the friction brake 22 is a friction engagement type brake device, and engages or releases the vehicle body side and the input shaft 2.
- the engaged friction brake 22 restricts the rotation of the input shaft 2 and the carrier 14.
- the friction brake 22 is controlled by the ECU 50. In the travel mode in which the “B” column in the engagement table shown in FIG. 2 is engaged, the friction brake 22 is engaged, and in the travel mode that is released, the friction brake 22 is released.
- the ECU 50 rotates the carrier 14 by the first rotating machine MG1 when performing lubrication control of the planetary gear mechanism 10 when shifting from the MG2-EV traveling mode to the both MG-EV traveling modes. If the friction brake 22 is engaged in the MG2-EV travel mode, the carrier 14 is rotated by the first rotating machine MG1 after the friction brake 22 is released.
- the rotation direction of the carrier 14 may be a positive rotation direction or a negative rotation direction.
- the ECU 50 engages the friction brake 22 after rotating the carrier 14 and starts both MG-EV travel modes.
- FIG. 12 is a skeleton diagram showing the main part of the vehicle according to the fourth embodiment
- FIG. 13 is a diagram showing an operation engagement table of the hybrid vehicle drive device according to the fourth embodiment
- FIG. 14 is the fourth embodiment.
- FIG. 15 is a collinear diagram of both MG-EV traveling modes according to the fourth embodiment
- FIG. 16 is a collinear diagram of four elements in the HV-2 mode.
- FIG. 17 is a collinear diagram showing a lubricating operation by the first rotating machine MG1
- FIG. 18 is a collinear diagram showing a transition to both MG-EV travel modes.
- the vehicle 100 includes an engine 1, a first rotating machine MG1, a second rotating machine MG2, an oil pump 40, a first planetary gear mechanism 60, a second planetary gear mechanism 70, a clutch CL, and a brake BK. It is configured to include.
- the hybrid vehicle drive device 2-1 according to the present embodiment includes the first planetary gear mechanism 60, the first rotating machine MG1 connected to the first sun gear 61, and the engine 1 connected to the first carrier 64. And a second rotating machine MG2 connected to the first ring gear 63 and drive wheels (not shown), and a clutch CL and a brake BK for restricting the rotation of the first carrier 64.
- the hybrid vehicle drive device 2-1 rotates the first carrier 64 by the first rotating machine MG ⁇ b> 1 when shifting from the first travel mode to the second travel mode.
- the first planetary gear mechanism 60 and the second planetary gear mechanism 70 are each a single pinion type planetary gear mechanism.
- the first planetary gear mechanism 60 includes a first sun gear 61, a first pinion gear 62, a first ring gear 63, and a first carrier 64.
- the second planetary gear mechanism 70 includes a second sun gear 71, a second pinion gear 72, a second ring gear 73, and a second carrier 74.
- the rotating shaft of the engine 1 is connected to the input shaft 2.
- the input shaft 2 is connected to the first carrier 64 of the first planetary gear mechanism 60.
- the input shaft 2 and the first carrier 64 are connected to the second carrier 74 of the second planetary gear mechanism 70 via the clutch CL.
- the clutch CL is a clutch device that connects and disconnects the engine 1, the first carrier 64, and the second carrier 74.
- the brake BK regulates the rotation of the second carrier 74 by being engaged. When the clutch CL and the brake BK are respectively engaged, the rotation of the first carrier 64 is restricted.
- the first sun gear 61 is connected to the rotary shaft 33 of the first rotary machine MG1 and rotates integrally with the rotor of the first rotary machine MG1.
- the first ring gear 63 is connected to the second ring gear 73 and rotates integrally with the second ring gear 73.
- the second sun gear 71 is connected to the rotation shaft 34 of the second rotary machine MG2, and rotates integrally with the rotor of the second rotary machine MG2.
- An output gear 6 is provided on the outer peripheral surfaces of the first ring gear 63 and the second ring gear 73.
- the output gear 6 is connected to drive wheels via a gear mechanism including a differential device and the like.
- the hybrid vehicle drive device 2-1 has an MG2-EV traveling mode and both MG-EV traveling modes as EV traveling modes.
- the hybrid vehicle drive device 2-1 has three HV travel modes: an HV-1 mode, an HV-2 mode, and an HV-3 mode.
- MG2-EV driving mode As shown in FIG. 13, in the MG2-EV travel mode, the brake BK is engaged and the clutch CL is released. Thereby, as shown in FIG. 14, rotation of the 2nd carrier 74 is controlled.
- the second carrier 74 functions as a reaction force receiver for the MG2 torque and can output the MG2 torque from the second ring gear 73.
- the ECU 50 outputs a negative torque to the second rotary machine MG2 at the time of forward movement, and causes the vehicle 100 to generate a forward driving force against the torque Tr of the running resistance.
- HV-1 mode As shown in FIG. 13, in the HV-1 mode, the brake BK is engaged and the clutch CL is released. In the HV-1 mode, the first rotating machine MG1 functions as a reaction force receiver for the engine torque by generating MG1 torque, and outputs the engine torque from the first ring gear 63. The rotation of the second carrier 74 is restricted by the brake BK and functions as a reaction force receiver for the MG2 torque.
- the HV-2 mode is a composite split mode in which the first rotary machine MG1, the second rotary machine MG2, the engine 1 and the output gear 6 are coupled to the four-element planetary in this order.
- the first sun gear 61, the second sun gear 71, the first carrier 64, and the second carrier 74 are arranged in the alignment chart of the rotating elements of the first planetary gear mechanism 60 and the second planetary gear mechanism 70.
- the first ring gear 63 and the second ring gear 73 are in this order.
- the gear ratio of the first planetary gear mechanism 60 and the gear ratio of the second planetary gear mechanism 70 are determined so that the arrangement order of the first sun gear 61 and the second sun gear 71 on the alignment chart is the above arrangement order. ing.
- reaction force can be applied to the power output from the engine 1 by either the first rotating machine MG1 or the second rotating machine MG2.
- the reaction force of the engine 1 can be received by one or both of the first rotary machine MG1 and the second rotary machine MG2, and the engine 1 can be operated at an efficient operating point, or the restriction of torque limitation due to heat, etc. Can be relaxed. Therefore, high efficiency of the hybrid vehicle 100 can be achieved.
- HV-2 mode has two mechanical points on the high gear side, and therefore has the advantage of improved transmission efficiency during high gear operation.
- a mechanical point is a mechanical transmission point, which is a high-efficiency operating point with zero electrical path.
- HV-3 mode As shown in FIG. 13, in the HV-3 mode, the brake BK and the clutch CL are released. In the HV-3 mode, the second rotary machine MG2 is disconnected and the engine 1 and the first rotary machine MG1 can travel. In the HV-3 mode, since the brake BK and the clutch CL are released, it is possible to stop the rotation by disconnecting the second rotary machine MG2 from the power transmission path. For example, by selecting the HV-3 mode at a high vehicle speed, it is possible to suppress a decrease in efficiency due to the high MG2 rotational speed.
- the ECU 50 rotates the first carrier 64 by the first rotating machine MG1 when shifting from the MG2-EV traveling mode to the both MG-EV traveling modes.
- the ECU 50 performs lubrication control of the first planetary gear mechanism 60 according to the control flow shown in FIG.
- the ECU 50 rotates the first carrier 64 with the torque of the first rotating machine MG1.
- the rotation direction at this time may be a positive rotation direction or a negative rotation direction. As shown in FIG.
- the ECU 50 of the present embodiment rotates the first carrier 64 forward with the MG1 torque as a positive torque when shifting to both MG-EV travel modes.
- the ECU 50 preferably rotates, for example, the first carrier 64 from a half rotation to a few rotations.
- the ECU 50 starts both MG-EV travel modes after rotating the first carrier 64.
- the ECU 50 reduces the rotational speed of the first carrier 64 using the MG1 torque as a negative torque and reduces the rotational speed of the first carrier 64 to the second carrier, as shown in FIG. Synchronize with the rotational speed of 74 (0 rotation).
- the clutch CL is engaged (fastened), and both MG-EV travel modes are started.
- the clutch CL After rotating the first carrier 64 and lubricating the first pinion gear 62, the clutch CL is half-engaged to synchronize the rotation speed of the first carrier 64 with the rotation speed of the second carrier 74, and the clutch It is also possible to start both MG-EV travel modes by completely engaging CL.
- the first modification can be applied to the third embodiment and the fourth embodiment.
- lubrication control may be performed during both MG-EV travel modes.
- the hybrid vehicle drive device 2-1 according to the fourth embodiment described above is the duration of both MG-EV travel modes or the travel distance in both MG-EV travel modes during travel in both MG-EV travel modes.
- the first carrier 64 can be rotated with the clutch CL half-engaged.
- the first planetary gear mechanism 60 may be insufficiently lubricated. For example, when the duration time of both MG-EV travel modes reaches a predetermined time, the ECU 50 rotates the first carrier 64 with the clutch CL half-engaged.
- FIG. 19 is a collinear diagram showing a lubricating operation during traveling in both MG-EV traveling modes
- FIG. 20 is a collinear diagram showing a returning operation from the lubricating operation during traveling in both MG-EV traveling modes.
- the torque capacity of the clutch CL slightly smaller than the magnitude of the MG1 torque so that the engagement force is such that the first carrier 64 starts to rotate. In this way, it is possible to suppress the loss of driving force generated by the first rotary machine MG1.
- the ECU 50 When the first carrier 64 is rotated to lubricate the first planetary gear mechanism 60, the ECU 50 completely engages the clutch CL. Thereby, as shown in FIG. 20, the rotational speed of the first carrier 64 becomes 0, and the MG1 rotational speed changes to the positive rotational speed.
- the duration of both MG-EV travel modes is, for example, the travel time in which both MG-EV travel modes are traveled, or both MG-EV travel modes from when both MG-EV travel modes are selected to the present It can be set as the elapsed time.
- the predetermined time which is a threshold value for determining whether lubrication is necessary based on the duration of both MG-EV travel modes, is shorter when the load in both MG-EV travel modes is large than when the load is small. It can be. That is, it may be determined whether to lubricate the first planetary gear mechanism 60 based on the duration of both MG-EV travel modes and the travel load of both MG-EV travel modes.
- the ECU 50 can determine whether or not to lubricate the first planetary gear mechanism 60 based on the travel distance in both MG-EV travel modes. For example, when the travel distance traveled in both the MG-EV travel modes, that is, the travel distance while restricting the rotation of the first carrier 64 reaches a predetermined distance, the ECU 50 makes the clutch CL half-engaged. The first planetary gear mechanism 60 is lubricated by rotating the carrier 64. The predetermined distance may be shorter when the load in both MG-EV travel modes is large than when the load is small. That is, whether or not to lubricate the first planetary gear mechanism 60 may be determined based on the travel distance in both MG-EV travel modes and the travel load in both MG-EV travel modes.
- the first planetary gear mechanism 60 can be lubricated without shifting from both MG-EV travel modes to another travel mode.
- the clutch CL is half-engaged, there is a possibility that a slight torque loss may occur.
- the ECU 50 may lubricate the first planetary gear mechanism 60 with the clutch CL half-engaged when the required driving force decreases. .
- the required driving force is reduced, a reduction in drivability due to torque loss can be suppressed.
- the ECU 50 may lubricate the first planetary gear mechanism 60 with the clutch CL half-engaged when traveling at a relatively light load.
- the ECU 50 may compensate for a decrease in output torque caused by making the clutch CL half-engaged by increasing the magnitude of the MG2 torque.
- the hybrid vehicle drive apparatus 1-3 can execute the lubrication control during both MG-EV travel modes in the same manner as described with the hybrid vehicle drive apparatus 2-1 as an example.
- the ECU 50 lubricates the first planetary gear mechanism 10 by rotating the carrier 14 by sliding the friction brake 22 as half-engaged during both MG-EV travel modes.
- the clutch CL and the friction brake 22 When the clutch CL and the friction brake 22 are slid as half-engaged, the clutch CL and the friction brake 22 can be slid by increasing the MG1 torque instead of reducing the engagement hydraulic pressure. In this way, it is possible to rotate the carriers 14 and 64 without causing torque loss.
- the second modification can be applied to the third embodiment and the fourth embodiment.
- the carrier 14 when shifting from the MG2-EV traveling mode to the both MG-EV traveling modes, the carrier 14 is rotated with the friction brake 22 released, but instead, the friction brake 22 is The carrier 14 may be rotated by MG1 torque as half engagement. Thereby, the engagement of the friction brake 22 can be started earlier than the case where the carrier 14 is rotated with the friction brake 22 released, and then the friction brake 22 is engaged. Therefore, MG1 torque can be output from the ring gear 13 quickly.
- the rotation direction when rotating the carrier 14 may be any, but may be the same negative rotation direction as the rotation direction of the first rotating machine MG1, for example. That is, the carrier 14 may be rotated in the negative direction using the MG1 torque as a negative torque. In this way, by completely engaging the friction brake 22 after rotating the carrier 14, it is possible to shift to both MG-EV travel modes without switching the direction of the MG1 torque. By starting the transmission of the MG1 torque with the friction brake 22 half-engaged, it is possible to suppress a shock at the time of mode transition.
- the first carrier 64 when shifting from the MG2-EV travel mode to the both MG-EV travel modes, the first carrier 64 is rotated with the clutch CL released, but instead, the clutch CL is turned off.
- the first carrier 64 may be rotated by MG1 torque as half engagement. Thereby, the engagement of the clutch CL can be started earlier than the case where the first carrier 64 is rotated with the clutch CL released and then the clutch CL is engaged. Therefore, the output of MG1 torque can be started from the first ring gear 63 quickly.
- the rotation direction when rotating the first carrier 64 may be any, for example, it can be the same negative rotation direction as the rotation direction of the first rotating machine MG1. That is, the first carrier 64 may be rotated in the negative direction using the MG1 torque as a negative torque. In this way, by completely engaging the clutch CL after rotating the first carrier 64, it is possible to shift to both MG-EV travel modes without switching the direction of the MG1 torque. By starting transmission of the MG1 torque with the clutch CL half-engaged, it is possible to suppress a shock at the time of mode transition.
- a predetermined condition is satisfied instead of performing lubrication of the planetary gear mechanisms 10 and 60 each time.
- the planetary gear mechanisms 10 and 60 may be lubricated at the time of mode transition.
- the predetermined condition can be, for example, a condition relating to travel time, travel distance, stop time, and the like.
- the carriers 14 and 64 are rotated even if it is determined to shift from the MG2-EV traveling mode to the both MG-EV traveling modes. It is also possible to shift to both MG-EV travel modes without performing the lubrication control. Further, until the travel distance traveled without rotating the carriers 14 and 64 reaches the predetermined travel distance, the carrier 14 and 64 is removed even if it is determined to shift from the MG2-EV travel mode to the both MG-EV travel modes. You may make it transfer to both MG-EV driving modes, without performing the lubrication control to rotate.
- the predetermined travel time and the predetermined travel distance may be variable according to the travel load. For example, the predetermined travel time and the predetermined travel distance when the travel load is large may be shorter than the predetermined travel time and the predetermined travel distance when the travel load is small.
- the vehicle 100 when the both MG-EV travel modes are requested at the first start after the system startup of the vehicle 100, the vehicle 100 is first started in the MG2-EV travel mode, and the first rotating machine MG1.
- the carriers 14 and 64 may be rotated to shift to both MG-EV travel modes.
- lubricating oil can be supplied to the pinion gears 12 and 62 before the start of both MG-EV travel modes, and the occurrence of insufficient lubrication of the pinion gears 12 and 62 in both MG-EV travel modes is suppressed. can do.
- the ECU 50 selects the MG2-EV traveling mode in response to the request for both MG-EV traveling modes at the time of start-up only in a scene where the amount of lubricating oil in the lubricated parts of the pinion gears 12 and 62 is likely to decrease. You may make it transfer to both MG-EV driving modes, after rotating the carriers 14 and 64.
- FIG. 1 A block diagram illustrating an exemplary computing environment in accordance with the present in response to the request for both MG-EV traveling modes at the time of start-up only in a scene where the amount of lubricating oil in the lubricated parts of the pinion gears 12 and 62 is likely to decrease. You may make it transfer to both MG-EV driving modes, after rotating the carriers 14 and 64.
- the scene where the amount of lubricating oil in the lubricated parts of the pinion gears 12 and 62 is likely to decrease is, for example, when starting after a long stop.
- the vehicle is stopped for a long time, there is a possibility that the lubricating oil is removed from the lubricated portions of the pinion gears 12 and 62 and the amount of the lubricating oil is reduced.
- the traveling time in which the carriers 14 and 64 are not rotated is long, it is considered that the amount of lubricating oil in the portions to be lubricated of the pinion gears 12 and 62 is reduced.
- the travel distance traveled without rotating the carriers 14 and 64 is long, it is considered that the amount of lubricating oil in the lubricated portions of the pinion gears 12 and 62 is reduced.
- FIG. 21 is a cross-sectional view of a planetary gear mechanism according to a fifth modification
- FIG. 22 is a cross-sectional view showing a main part of a pinion gear according to the fifth modification.
- FIG. 21 shows a cross-section corresponding to the AA cross-sectional view of the planetary gear mechanism 10 of the first embodiment (see FIG. 1).
- FIG. 22 is a sectional view of the pinion gear 12 in the axial direction.
- the pinion gear 12 is rotatably supported by a pinion pin 121 through a pinion bearing 122.
- the pinion pin 121 is supported by the carrier 14.
- the pinion pin 121 is formed with an axial oil passage 121a and a radial oil passage 121b.
- the axial oil passage 121 a is an oil passage formed in the direction of the central axis X of the pinion pin 121.
- the radial oil passage 121b is an oil passage that communicates the axial oil passage 121a and the space outside the pinion pin 121 in the radial direction.
- the radial oil passage 121b is formed, for example, in the central portion of the pinion pin 121 in the axial direction. Lubricating oil is supplied to the axial oil passage 121 a from the oil pump 40 through an oil passage formed in the carrier 14.
- An oil passage 124 is formed in the pinion gear 12.
- the oil passage 124 is formed in the tooth bottom portion of the pinion gear 12 and penetrates the pinion gear 12 in the radial direction.
- the oil passage 124 is disposed at a position different from the radial oil passage 121b in the axial direction.
- the oil passage 124 is disposed on one side and the other side in the axial direction with the radial oil passage 121b interposed therebetween.
- the oil passage 124 can guide the lubricating oil from the outer peripheral side of the pinion gear 12 to the inner peripheral side of the pinion gear 12, or can guide the lubricating oil from the inner peripheral side of the pinion gear 12 to the outer peripheral side of the pinion gear 12.
- the lubricating oil is supplied to the tooth surface of the pinion gear 12 or the pinion bearing 122 via the oil passage 124. can do. Thereby, the loss of the pinion gear 12 can be reduced. Further, both MG-EV travel modes can be continued for a long time without performing lubrication control by rotating the carrier 14.
- the radial oil passage 121b and the oil passage 124 are arranged so as to be shifted in the axial direction, the lubricating oil guided through the oil passage 124 is prevented from flowing into the radial oil passage 121b as it is. . Therefore, the wide range of the pinion bearing 122 can be properly lubricated.
- the oil passage 124 may be provided at a plurality of locations in the circumferential direction with respect to the pinion gear 12.
- an oil passage 13 a is formed in the ring gear 13.
- the oil passage 13a communicates the space on the inner peripheral side of the ring gear 13 with the space on the outer peripheral side.
- the lubricating oil scraped up by the diff ring gear 29 adheres to the outer peripheral surface of the ring gear 13, it is guided to the inner peripheral side of the ring gear 13 through the oil passage 13a. Thereby, lubricating oil is supplied to the inner peripheral side of the ring gear 13, and the pinion gear 12 and the sun gear 11 are lubricated.
- a cylindrical member in which the first ring gear 63, the second ring gear 73, and the output gear 6 are arranged is used.
- An oil passage similar to the oil passage 13a may be formed, and an oil passage similar to the oil passage 124 may be formed in the first pinion gear 62 and the second pinion gear 72.
- the engine 1 is mounted as an engine in the vehicle 100, but an engine other than the engine 1 may be mounted.
- the planetary gear mechanisms 10, 60, and 70 are not limited to those illustrated, and may be, for example, a double pinion type.
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Abstract
Description
図1から図9を参照して、第1実施形態について説明する。本実施形態は、ハイブリッド車両用駆動装置に関する。図1は、第1実施形態に係る車両のスケルトン図、図2は、第1実施形態に係るハイブリッド車両用駆動装置の作動係合表を示す図、図3は、MG2-EV走行モードに係る共線図、図4は、両MG-EV走行モードに係る共線図、図5は、エンジン始動時の共線図、図6は、遊星歯車機構の断面図、図7は、第1実施形態の制御に係るフローチャート、図8は、第一回転機MG1による潤滑動作を示す共線図、図9は、両MG-EV走行モードへの移行を示す共線図である。
ハイブリッド車両用駆動装置1-1は、エンジン1を始動する場合、MG1トルクによりエンジン1の回転数を上昇させる。図5に示すように、第一回転機MG1は、正トルクを出力してエンジン1の回転数を上昇させる。このときに、リングギア13には、MG1トルクによってエンジン1を回転駆動することによる反力(エンジン始動反力)トルクTcが作用する。ECU50は、第二回転機MG2によって、車両100を前進駆動するトルクに加えてエンジン始動反力に対する補償トルクを出力させることにより、エンジン始動時の駆動力の変動を抑制することができる。
図10を参照して、第2実施形態について説明する。第2実施形態については、上記第1実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略もしくは簡略化する。図10は、第2実施形態に係る車両のスケルトン図である。第2実施形態に係るハイブリッド車両用駆動装置1-2において、上記第1実施形態のハイブリッド車両用駆動装置1-1と異なる点は、規制機構としてワンウェイクラッチ20に代えてドグブレーキ21を備える点である。
第3実施形態について説明する。第3実施形態については、上記各実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略もしくは簡略化する。図11は、第3実施形態に係る車両のスケルトン図である。第3実施形態に係るハイブリッド車両用駆動装置1-3において、上記第1実施形態のハイブリッド車両用駆動装置1-1と異なる点は、規制機構としてワンウェイクラッチ20に代えて摩擦ブレーキ22を備える点である。
図12から図20を参照して、第4実施形態について説明する。第4実施形態については、上記各実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略あるいは簡略化する。図12は、第4実施形態に係る車両の要部を示すスケルトン図、図13は、第4実施形態に係るハイブリッド車両用駆動装置の作動係合表を示す図、図14は、第4実施形態に係るMG2-EV走行モードの共線図、図15は、第4実施形態に係る両MG-EV走行モードの共線図、図16は、HV-2モード時の4要素の共線図、図17は、第一回転機MG1による潤滑動作を示す共線図、図18は、両MG-EV走行モードへの移行を示す共線図である。
図13に示すように、MG2-EV走行モードでは、ブレーキBKが係合され、クラッチCLが解放される。これにより、図14に示すように、第二キャリア74の回転が規制される。第二キャリア74はMG2トルクに対する反力受けとして機能し、第二リングギア73からMG2トルクを出力させることができる。ECU50は、前進時には第二回転機MG2に負トルクを出力させ、走行抵抗のトルクTrに抗して車両100に前進方向の駆動力を発生させる。
図13に示すように、両MG-EV走行モードでは、ブレーキBKおよびクラッチCLが係合される。これにより、図15に示すように、第一キャリア64および第二キャリア74の回転が規制される。第一キャリア64は、MG1トルクに対する反力受けとして機能し、第一リングギア63からMG1トルクを出力させることができる。ECU50は、前進時には第一回転機MG1および第二回転機MG2に負トルクを出力させ、走行抵抗のトルクTrに抗して車両100に前進方向の駆動力を発生させる。
図13に示すように、HV-1モードでは、ブレーキBKが係合され、クラッチCLが解放される。HV-1モードでは、第一回転機MG1はMG1トルクを発生させてエンジントルクに対する反力受けとして機能し、エンジントルクを第一リングギア63から出力させる。第二キャリア74は、ブレーキBKによって回転が規制され、MG2トルクに対する反力受けとして機能する。
図13に示すように、HV-2モードでは、ブレーキBKが解放され、クラッチCLが係合される。HV-2モードは、図16に示すように、4要素プラネタリに第一回転機MG1-第二回転機MG2-エンジン1-出力ギア6の順に結合した複合スプリットモードである。本実施形態では、第一遊星歯車機構60および第二遊星歯車機構70の各回転要素の共線図における並び順は、第一サンギア61、第二サンギア71、第一キャリア64および第二キャリア74、第一リングギア63および第二リングギア73の順である。第一遊星歯車機構60のギア比および第二遊星歯車機構70のギア比は、共線図上の第一サンギア61と第二サンギア71との並び順が上記の並び順となるように定められている。
図13に示すように、HV-3モードでは、ブレーキBKおよびクラッチCLが解放される。HV-3モードでは、第二回転機MG2を切り離してエンジン1および第一回転機MG1により走行できる。HV-3モードでは、ブレーキBKおよびクラッチCLが解放されていることから、第二回転機MG2を動力の伝達経路から切り離して回転を停止させることが可能である。例えば、高車速時にHV-3モードを選択することで、MG2回転数が高回転となることによる効率低下等を抑制することができる。
本実施形態では、ECU50は、MG2-EV走行モードから両MG-EV走行モードへ移行するときに、第一回転機MG1によって第一キャリア64を回転させる。ECU50は、例えば、図7に示す制御フローに従って第一遊星歯車機構60の潤滑制御を実行する。ECU50は、MG2-EV走行モードから両MG-EV走行モードへの移行が要求されると、第一回転機MG1のトルクによって第一キャリア64を回転させる。このときの回転方向は正回転方向であっても負回転方向であってもよい。図17に示すように、本実施形態のECU50は、両MG-EV走行モードへの移行時にMG1トルクを正トルクとして第一キャリア64を正回転させる。ECU50は、潤滑制御において、例えば、第一キャリア64を半回転から数回転程度回転させることが好ましい。
(両MG-EV走行モード中の潤滑制御)
第1変形例は、上記第3実施形態および第4実施形態に適用可能である。摩擦係合装置によってエンジン軸(キャリア14,64)の回転を規制するハイブリッド車両用駆動装置1-3,2-1では、両MG-EV走行モード中に潤滑制御を行うようにしてもよい。例えば、上記第4実施形態に係るハイブリッド車両用駆動装置2-1は、両MG-EV走行モードの走行中に、両MG-EV走行モードの継続時間あるいは両MG-EV走行モードでの走行距離の少なくともいずれか一方に基づいて、クラッチCLを半係合として第一キャリア64を回転させることができる。両MG-EV走行モードによる走行時間や走行距離が長くなると、第一遊星歯車機構60において潤滑不足となる可能性がある。ECU50は、例えば、両MG-EV走行モードの継続時間が所定時間に達すると、クラッチCLを半係合として第一キャリア64を回転させる。
第2変形例は、上記第3実施形態および第4実施形態に適用可能である。上記第3実施形態では、MG2-EV走行モードから両MG-EV走行モードに移行する際に、摩擦ブレーキ22を解放した状態でキャリア14を回転させたが、これに代えて、摩擦ブレーキ22を半係合としてMG1トルクによりキャリア14を回転させてもよい。これにより、摩擦ブレーキ22を解放した状態でキャリア14を回転させ、その後に摩擦ブレーキ22を係合する場合よりも、摩擦ブレーキ22の係合を早く開始することができる。従って、MG1トルクをリングギア13から早く出力開始することができる。
上記第1乃至第4実施形態において、MG2-EV走行モードから両MG-EV走行モードに移行するときに、毎回遊星歯車機構10,60の潤滑を行うことに代えて、所定の条件が成立する場合にモード移行時の遊星歯車機構10,60の潤滑を行うようにしてもよい。所定の条件は、例えば、走行時間、走行距離、停止時間等に関する条件とすることができる。
上記第1乃至第4実施形態において、車両100のシステム起動後最初の発進時に両MG-EV走行モードが要求された場合、まずMG2-EV走行モードにより車両100を発進させ、第一回転機MG1によってキャリア14,64を回転させてから両MG-EV走行モードに移行するようにしてもよい。このようにすれば、両MG-EV走行モードの開始前にピニオンギア12,62に潤滑油を供給することができ、両MG-EV走行モードにおいてピニオンギア12,62の潤滑不足の発生を抑制することができる。ECU50は、例えば、ピニオンギア12,62の被潤滑部の潤滑油量低下が発生しやすい場面に限って、発進時に両MG-EV走行モードの要求に対してMG2-EV走行モードを選択し、キャリア14,64を回転させてから両MG-EV走行モードに移行するようにしてもよい。
上記第1乃至第4実施形態の第5変形例について説明する。図21は、第5変形例に係る遊星歯車機構の断面図、図22は、第5変形例に係るピニオンギアの要部を示す断面図である。図21には、上記第1実施形態(図1参照)の遊星歯車機構10のA-A断面図に相当する断面が示されている。また、図22には、ピニオンギア12の軸線方向の断面図が示されている。
1 エンジン
10 遊星歯車機構
11 サンギア
12 ピニオンギア
13 リングギア
14 キャリア
20 ワンウェイクラッチ
32 駆動輪
40 オイルポンプ
50 ECU
60 第一遊星歯車機構
70 第二遊星歯車機構
100 車両
Claims (6)
- 遊星歯車機構と、
前記遊星歯車機構のサンギアに接続された第一回転機と、
前記遊星歯車機構のキャリアに接続された機関と、
前記遊星歯車機構のリングギアに接続された第二回転機および駆動輪と、
前記キャリアの回転を規制する規制機構と、
前記第二回転機を動力源として走行する第一走行モードと、
前記規制機構が前記キャリアの回転を規制して前記第一回転機および前記第二回転機を動力源として走行する第二走行モードと、
を備え、
前記第一走行モードから前記第二走行モードへ移行するときに、前記第一回転機によって前記キャリアを回転させる
ことを特徴とするハイブリッド車両用駆動装置。 - 前記規制機構は、摩擦係合装置である
請求項1に記載のハイブリッド車両用駆動装置。 - 前記規制機構は、ワンウェイクラッチである
請求項1に記載のハイブリッド車両用駆動装置。 - 前記第一走行モードから前記第二走行モードへ移行するときに、前記摩擦係合装置を半係合させて前記第一回転機によって前記キャリアを回転させる
請求項2に記載のハイブリッド車両用駆動装置。 - 更に、前記第二走行モードの走行中に、前記第二走行モードの継続時間あるいは前記第二走行モードでの走行距離の少なくともいずれか一方に基づいて、前記摩擦係合装置を半係合として前記キャリアを回転させる
請求項2に記載のハイブリッド車両用駆動装置。 - 更に、前記キャリアと連動して回転し、前記遊星歯車機構に潤滑油を供給するオイルポンプを備え、
前記第一走行モードから前記第二走行モードへ移行するときに、前記第一回転機によって前記キャリアを回転させて前記オイルポンプによって前記遊星歯車機構に潤滑油を供給する
請求項1に記載のハイブリッド車両用駆動装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP12888721.3A EP2923907A4 (en) | 2012-11-26 | 2012-11-26 | Hybrid vehicle drive device |
JP2014548421A JP5924417B2 (ja) | 2012-11-26 | 2012-11-26 | ハイブリッド車両用駆動装置 |
US14/646,262 US9440642B2 (en) | 2012-11-26 | 2012-11-26 | Drive system for hybrid vehicle |
PCT/JP2012/080505 WO2014080528A1 (ja) | 2012-11-26 | 2012-11-26 | ハイブリッド車両用駆動装置 |
CN201280077273.5A CN104853968B (zh) | 2012-11-26 | 2012-11-26 | 混合动力车辆用驱动装置 |
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PCT/JP2012/080505 WO2014080528A1 (ja) | 2012-11-26 | 2012-11-26 | ハイブリッド車両用駆動装置 |
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WO2014080528A1 true WO2014080528A1 (ja) | 2014-05-30 |
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PCT/JP2012/080505 WO2014080528A1 (ja) | 2012-11-26 | 2012-11-26 | ハイブリッド車両用駆動装置 |
Country Status (5)
Country | Link |
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US (1) | US9440642B2 (ja) |
EP (1) | EP2923907A4 (ja) |
JP (1) | JP5924417B2 (ja) |
CN (1) | CN104853968B (ja) |
WO (1) | WO2014080528A1 (ja) |
Cited By (6)
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JP2016107710A (ja) * | 2014-12-03 | 2016-06-20 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP2016113125A (ja) * | 2014-12-18 | 2016-06-23 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP2016130115A (ja) * | 2015-01-15 | 2016-07-21 | トヨタ自動車株式会社 | ハイブリッド車の駆動制御装置 |
JP2016168950A (ja) * | 2015-03-13 | 2016-09-23 | トヨタ自動車株式会社 | ハイブリッド車両の潤滑構造 |
JP2016179727A (ja) * | 2015-03-24 | 2016-10-13 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
CN106143471A (zh) * | 2015-05-15 | 2016-11-23 | 丰田自动车株式会社 | 混合动力汽车 |
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CN104619538B (zh) * | 2012-09-14 | 2017-05-10 | 丰田自动车株式会社 | 混合动力车辆的动力传递装置及混合动力*** |
CN104812606A (zh) * | 2012-12-06 | 2015-07-29 | 丰田自动车株式会社 | 混合动力车辆用驱动装置 |
KR101509935B1 (ko) * | 2013-10-10 | 2015-04-07 | 현대자동차주식회사 | 하이브리드 차량의 동력전달장치 |
JP6271270B2 (ja) * | 2014-01-31 | 2018-01-31 | 株式会社小松製作所 | 作業車両及び作業車両の制御方法 |
CN111936335B (zh) * | 2018-03-22 | 2022-08-09 | 浙江吉利控股集团有限公司 | 混合动力变速器及混合动力汽车 |
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- 2012-11-26 US US14/646,262 patent/US9440642B2/en active Active
- 2012-11-26 WO PCT/JP2012/080505 patent/WO2014080528A1/ja active Application Filing
- 2012-11-26 JP JP2014548421A patent/JP5924417B2/ja not_active Expired - Fee Related
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Cited By (7)
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JP2016107710A (ja) * | 2014-12-03 | 2016-06-20 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP2016113125A (ja) * | 2014-12-18 | 2016-06-23 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP2016130115A (ja) * | 2015-01-15 | 2016-07-21 | トヨタ自動車株式会社 | ハイブリッド車の駆動制御装置 |
JP2016168950A (ja) * | 2015-03-13 | 2016-09-23 | トヨタ自動車株式会社 | ハイブリッド車両の潤滑構造 |
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JP2016215717A (ja) * | 2015-05-15 | 2016-12-22 | トヨタ自動車株式会社 | ハイブリッド自動車 |
Also Published As
Publication number | Publication date |
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JP5924417B2 (ja) | 2016-05-25 |
CN104853968B (zh) | 2017-12-15 |
JPWO2014080528A1 (ja) | 2017-01-05 |
CN104853968A (zh) | 2015-08-19 |
EP2923907A4 (en) | 2017-05-17 |
EP2923907A1 (en) | 2015-09-30 |
US9440642B2 (en) | 2016-09-13 |
US20150298685A1 (en) | 2015-10-22 |
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